Train-stop.



E. A. KRONES, SR.

TRAIN STOP.

APPLICATION flLED MAR.1 1916- 1,1 99,574. Patented Sept. 26,1916.

2 SHEETS-SHEET I.

WITNESSES ZWMZ/ZAMv IN VE N TOR EAKrones' r ATTORNEYS E. A. KRONES, SR.

TRAIN STOP. APPLICATION FILED MAR-1.1916. 1 1 99,574 Patented Sept. 26,1916.

I 2 SHEETS-SHEET 2. W

l i 3 o g l m I M Q i 1 1 L Q 0 5 I l I g 5 W/TNE88E8 INVENTOR (/fg 1iAKronesSr:

@% By W ATTORNEYS ERNEST A. KRONES, $3., 0F NEW'YORK, N. Y. I

TRAIN -STOP.

Specification of Letters Patent.

Patented Sept. 26, 1916.

Application filed March 1, 1916. Serial No. 81,399.

To all whom it may concern Be it known that I, ERNEST A. Thomas, Sn, acitizen of the United States, and a resident of the city of New York,borough of Manhattan, in the county and State of New York, have inventeda new and Improved Train-Stop, of which the following is a full, clear,and eXact description.

My invention relates to means for bringing a train to stop should theengineer pass a danger signal.

p The object of the invention is to provide a simple and inexpensivedevice for applying the brakes of a train should an engineer pass adanger signal inadvertently.

With the above and other objects in view,

the nature of which will more fully appear as the description proceeds,the invention consists in the novel construction, combination andarrangement of parts as herein fully described, illustrated and claimed.

In the accompanying drawings, forming part of the application, similarcharacters of reference indicate corresponding parts in all the views.

Figure 1 is a side elevation of a fragment of a railway vehicle providedwith an embodiment of my invention and the means on the bracketcooperating therewith; Fig. 2 is a section on line 2-2, Fig. 1; Fig. 3is a similar section showing the trip in the inoperative position; Fig.4 is a horizontal section on line 44, Fig. 1; and Fig. 5 is a similarsection showing the device in the operative position.

Referring to the drawings, 6 is a railway vehicle from the bottom ofwhich a bracket 7 is suspended. A lever 8 of the first class isfulcrumed in the bracket. The end of the lever near to the side of thecar is provided with a trip 9 mounted to swing in a plane at rightangles to the movement of the lever in the bracket. A spring 10 alsoconnects the trip to the lever to maintain the trip in operative or ininoperative position, as

shown in Figs. 2 and 3 respectively. The other end of the lever 8 isconnected by a longitudinally yielding rod 11 to a valve 12 whereby the.train-line pressure may be reduced. The longitudinally yielding rod ispreferably formed of a bar 13 pivotally connected to the valve at oneend and having a head lat at the othercnd which is guided by a member 15one end of which is pivotally connected to the lever '8, the bar 13projecting through the other end of the rod 11.

A coil'spring 16 is mounted on the bar 18 between the head 14 and theend of the member 15 where the bar projects and whereby the springnormally tends to shorten the length of the yielding rod 11 and cushionsthe action on the valve 12.

The operation of the lever 8 is controlled by a wedge-shaped shoe 17mounted on a crank 18 of a vertical shaft 19 mounted to one side of thetrack in a suitable standard 20. The shaft 19 is connected by a rod 21to the semaphore crank, so that when the semaphore 22 is barring theright of way, the shoe17 is placed parallel to the track, as shown infull lines in Figs. 41 and 5. lVhen the shoe is so placed it lies in thepath'of travel of the trip 9. If the vehicle 6 moves in the directionindicated by the arrows in Figs. 41 and 5, the shoe will engage the trip9 with the blunt end and displace the lever within the bracket operatingthe valve 12 which will cause the application of the. brakes (see Fig.5). To prevent the restitution of the lever 8 to its normal positionunder the action of the spring 23 after the trip 9 is clear of the shoe17, a ratchet 24 is extended from the bracket 7 to. lie-in the path oftravel of a pawl-25 mounted on the lever and tending to engage theratchet as soon as the lever is free to move under the action of thespring. An

operating handle 26 is provided on the lever for raising the pawl fromthe ratchet to allow the spring 23 to bring the mechanism to its normalposition. WVhen the trip 9 is in operative position, as shown in Fig.4,and the vehicle moves so that the trip first strikes the sharp edge ofthe shoe, the device will remain in-operative, for the trip will travelover the shoe and drop to its normal position without causing thedisplacement of the lever. To render the device totally inoperative thetrip 9 is moved to the position shown in Fig. 9 where it is retained bythe spring 10. v

I claim: 1. Ina device of the class described, a bracket adapted to besuspended from the bottom of a railway vehicle, a lever fulcrumed insaid bracket, a trip associated with said lever, a spring for retainingthe trip in operative or in inoperative position, a shoe adapted to beplaced in the path of travel of said trip, a longitudinally yielding rodpivotally connected to said lever and adapted to operate the brake meansof the vehicle, a resilient member engaging the lever and normallyresisting the displacement of said lever, and a pawl and ratchetarrangement associated with the lever to retain the same in thedisplaced position.

2. In a device of the class described, a bracket adapted to be suspendedfrom the bottom of a railway vehicle, a lever fulcrumed in said bracket,a trip provided at one end of said lever, a spring for retaining thetrip in operative or in inoperative position, a rod for operating thebrakes of the vehicle in pivotal connection with the other end of thelever, a shoe adapted to be placed in the path of travel of the tripwhereby the lever is moved in the bracket, a resilient member normallyresisting the movement of the lever, a pawl and ratchet arrangement forretaining the lever in the displaced position against the action 01:said spring, and means for operating said pawl and ratchet arrangementto permit said spring to bring the lever to its normal position.

3. In a device of the class described, a. bracket adapted to besuspended from the bottom of a railway vehicle, a lever fulcrumed insaid bracket, a trip mounted at one end of said lever, a spring forretaining the trip in operative or in inoperative position, alongitudinal, yielding rod for operating the brakes of the vehicle inpivotal connection with the other end of the lever, a shoe mounted to beplaced in the path of travel of the trip to displace the lever in thebracket, and a resilient member normally tending to resist thedisplacement of the lever in the bracket.

4. In a device of the class described, a bracket adapted to be suspendedfrom the bottom of a railway vehicle, a. lever fulcrumed in the bracket,a trip mounted to swing in a plane at right angles to the plane ofmovement of the lever, a spring for retaining the trip in operative orin inoperative position, a longitudinal, yielding lever adapted to beconnected to the braking means of the vehicle and in pivotal connectionwith the other end of the lever, a wedge-shaped shoe mounted to beplaced in the path of the trip and whereby said lever is caused to movein the bracket when said trip strikes the blunt end of the shoe, the v aengagement of the sharp edge of the shoe with the trip leaving saidlever undisturbed, resilient means normally tending to resist themovement of the lever in the bracket,

and a pawl and ratchet arrangement for the lever to retain the sameafter it has been displaced by the engagement of the shoe with the trip.Y

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

ERNEST A. KRONES, SR.

Witnesses:

B. J orrn, PHILIP D. ROLLHAUS.

Copies 01 this patent may be obtained for five cents each, by addressingthe .Gommissioner of Patents, Washington, D. C.

